Automobili Lamborghini S.p.A., PRESS DATABASE
It is actually astonishing that the company is shaped by a man who only owns it from 1962/63 to 1973/74, so he can really only exert influence during this period. So soon Lamborghini
50 years without Ferruccio Lamborghini exist, who finally sells the remaining shares in the company at the age of 58. Before we deal with the reasons, let's first take a look at the famous
legends about the origins of the sports car factory.
Some say that there was no conversation at all between Ferruccio Lamborghini and Enzo Ferrari, because he did not receive him. The others, including Lamborghini's son,
assure credibly that the interview had actually taken place. In it Lamborghini should not only complain about the necessary repairs of his private Ferrari, but also presented a solution.
That could only have been know-how from the tractor factory. Well conceivable, because if something on a tractor with a stronger Diesel engine and constant starting has to be reinforced,
then the clutch. Now one does not know enough about Enzo's professional knowledge, because his life's work is actually the quality of the organization. Was he perhaps right to point out the high speeds
to which clutches in supercars are exposed?
Or did he rebuff him cool down in the Italian macho way and only explained that Lamborghini should take care of his tractors. One thing is for sure, because the story
is spread again and again, the sting must have been deep. But if Lamborghini had been able to look into the near future, the factory would probably never have been founded, because in order
to drive super sports cars, you have to have a lot of money to produce them, be immeasurably rich.
The connections between the foundation of the company and another important event at Ferrari remain unclear. Enzo's wife Laura is said to have always been very involved in the company
and at the end of 1961, either alone or together with her husband, clashed with one or more of the management staff. A multiple termination follows, including for the leader Dr. Carlo Chiti
and Giotto Bizzarrini. After all, the latter is regarded as the creator of the twelve-cylinder engine, which will make it through from 1964 to the 2011 model change without any fundamental change,
i.e. almost 50 years with about this basic concept is produced.
At Ferrari, the first V12 construction by Gioacchino Colombo only lasts for about 20 years before the cylinder heads are thoroughly renovated, probably also because of the competition from
Lamborghini. However, the first edition of this engine dates back to 1947, when the mere fact that a twelve-cylinder was being considered bordered on insanity. Bizzarrini also begins
direct with a total of 4 overhead camshafts and the usual 2 valves per cylinder. However, it exaggerates the PS yield. More about this in chapter '350 GT'.
The suspension also seems to have been the realization of long-cherished dreams of Ferrari employees at Lamborghini. Thus Bizzarrini and Gian Paolo Dallara have made a significant contribution to
independent rear suspension, unlike the Ferrari 250 GTO, on which they worked together in the 'Gang of Five' last time and which still has a rigid axle, only by coil springs
and trailing arms disarmed. Even Dr. Carlo Chiti helps in a supportive manner, although he now works in his own company.
How did Ferruccio Lamborghini get all these people? One of them, the engineer and designer Paolo Stanzani, comes from his own trattoria, but he's only been working there since 1961, so maybe because
of more following his idea of a racing car construction. The new chassis is tested by the New Zealander Bob Wallace, chief mechanic also from Ferrari, who became the appointed sole test driver at Lamborghini.
Incredible road averages are on his account, partly guaranteed by independent timekeeping. He will remain loyal to Lamborghini for a total of 12 years.
Prototype of the very first Lamborghini GT
There are Giorgio Neri and Luciano Bonacini, originally from Maserati, but now working in their own company. They are probably friends with Bizzarrini, among other things responsible for the 350 GT frame.
The shape of the first Lamborghini, which was too strongly influenced by the boss, is reworked by Franco Scaglione, a designer, even before Giugiaro was chief designer at Bertone. Pinifarina is on Ferrari
Bertone would bodywork Lamborghinis if they broke away from the conventional style. This is done thoroughly, with the Miura by Giugiaro's successor Marcello Gandini
and more later at the Countach. Incredibly, only about ten years of company history had passed when the Countach was released.
It is reported that Ferruccio Lamborghini in particular has pushed the allocation of bull names to the individual models. Certainly, even the logo of the tractor factory already shows a bull. If you
want to follow the bull-story the 350 and 400 GT will of course be ruled out completely. But also Miura and Jalpa, named after famous breeder families and Jarama as a place in Spain and the Espada
as a bullfighter's sword, too, actually. So from his time in the company he can only have had a say in the Urraco and the Islero, in fact bulls, the first of which were the colour of the magpie
and the latter fatally injured a famous bullfighter.
|Silhouette can't be a bull either.|
At most two out of five or six, depending on how you count, are thus left only as bulls, while at least of the later five, the Diablo at least, because of his diabolical aggressiveness,
the Murciélago (bat) because it survives after 24 stings with the death sword, as well as Veneno, Reventón and Huracán. The only one left is the Gallardo, after all a bull breed. Today we know that
there is a thick volume of bull names and probably also terms from the world of bull breeding at Lamborghini. That means it will continue, but it is still not so easy to find a suitable
to find names for a new model.
One of the legends is probably that Ferruccio Lamborghini deliberately chose the site for the new factory at the place where the Ferrari test drivers would pass by after about 34 km and
have to stop for a bend. Either there never was a curve or it disappeared due to traffic planning or factory enlargement, in any case there is a long straight road in front of the
|With its own name: the first Lamborghini sports car|
|Officially registered as 'Fiat 500' at the Mille Miglia|
After all, the new company is being built over 20 km away from his tractor factory. The fact that Ferruccio Lamborghini was interested in building sporty cars much earlier is proven by the prototype of
1947 in the picture above. It shows a racing car on Fiat basis with a tuned engine, which allegedly reaches 160 km/h. In 1948 Lamborgini together with his friend Giancarlo Baglioni took part in the Mille
Miglia officially registered.
|Company-Logo: Ferruccio Lamborghini Cento|
Here, also from 1947, the first tractor called 'Carioca'. It already has 6 cylinders, just like the Deutz engines, which are now used as Diesel engines in Lamborghini tractors.
They are said to be very successful, of course with regard to power and especially torque they are vastly superior.
The first Lamborghini tractors were started with petrol, but then it was possible to switch to a much cheaper derivative that evaporates according to Lamborghini's patent. Whether it is oil
or even crude oil, it remains to be seen, probably already in a more distilled form. With the exception of the engine, the L 33 is a complete in-house production.
The DL 30 C crawler tractor is famous for its yellow colour. It and its predecessors from 1952 onwards also mark the way towards the Diesel engine. Below the DL 48-52 from 1954.
Below one of the tractors no longer built under the management of Ferriccio Lamborghini, the C 553 of 1976.
Finally, let us investigate the reasons for Lambrghini's withdrawal to his estate. It seems that the tractor factory had been sold a year earlier. It could no longer be used as a source of finance for the
Sports Car Company. Another legend: An order for 5000 tractors to Bolivia is said to have been cancelled due to the unrest there, although it was already completed. Another
The reason could have been the rather unrelenting labour dispute in Italy at the time and of course the oil price crisis.
In summary: The circumstances for the foundation of the company were quite good, e.g. due to conflicts and adherence to the 'tried and tested' at Ferrari. Now, 10 years later, this has almost been reversed. Furthermore
Lamborghini hired all young people. They almost turned his initial plans upside down, for example in terms of design. But they also wanted to see the brand represented in racing and the boss didn't
agree. Perhaps it was this latently smouldering conflict that prompted Ferruccio Lamborghini to leave the company.